Vehicle surrounding information acquiring apparatus and vehicle

ABSTRACT

A vehicle surrounding information acquiring apparatus acquires information of surroundings of a vehicle by using radar detectors configured to detect an object around the vehicle by radio waves, and lidar detectors configured to detect an object around the vehicle by light. The radar detectors are arranged one by one at four corners of the vehicle and one at a center on one side of the vehicle, and the lidar detectors are arranged one by one inside arrangement positions of the radar detectors in a vehicle width direction at respective corner portions on one side of the vehicle, one by one outside the arrangement positions of the radar detectors in the vehicle width direction at respective side portions on the other side of the vehicle, and one at a center on the other side of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of International Patent ApplicationNo. PCT/JP2017/006959, filed Feb. 23, 2017, which claims priority to andthe benefit of International Patent Application No. PCT/JP2016/086225,filed Dec. 6, 2016, and Japanese Patent Application No. 2016-239731,filed Dec. 9, 2016, the entire disclosures of which are incorporatedherein by reference.

TECHNICAL FIELD

The present invention relates to a vehicle surrounding informationacquiring apparatus and a vehicle.

BACKGROUND ART

Information of the surroundings of a vehicle needs to be acquired as apremise for automated driving of the vehicle. As the arrangement of adetector for acquiring information of the surroundings of a vehicle, PTL1 discloses a technique of acquiring information of the surroundings ofa vehicle by a camera, and PTL 2 discloses a technique of acquiringinformation of the surroundings of a vehicle by a laser.

CITATION LIST Patent Literature PTL 1: Japanese Patent Laid-Open No.2000-172982 PTL 2: Japanese Patent Laid-Open No. 7-248382 SUMMARY OFINVENTION Technical Problem

The characteristics of the detector for acquiring information of thesurroundings of a vehicle differ depending on the type of the detector.For this reason, the detector may not be able to acquire desiredinformation under the influence of, for example, the traveling state ofthe vehicle, the state of surrounding road structures, and weatherconditions such as rainfall, snowfall, or thick fog.

The present invention has as its object to provide a technique ofacquiring information of the periphery of a vehicle precisely.

Solution to Problem

According to one aspect of the present invention, there is provided avehicle surrounding information acquiring apparatus that acquiresinformation of surroundings of a vehicle by using radar detectorsconfigured to detect an object around the vehicle by radio waves, andlidar detectors configured to detect an object around the vehicle bylight, wherein the radar detectors are arranged one by one at fourcorners of the vehicle and one at a center on one side of the vehicle,and the lidar detectors are arranged one by one inside arrangementpositions of the radar detectors in a vehicle width direction atrespective corner portions on one side of the vehicle, one by oneoutside the arrangement positions of the radar detectors in the vehiclewidth direction at respective side portions on the other side of thevehicle, and one at a center on the other side of the vehicle.

Advantageous Effects of Invention

According to the present invention, information of the periphery of avehicle can be acquired precisely.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram showing a vehicle control apparatus includinga vehicle surrounding information acquiring apparatus according to anembodiment;

FIG. 2 is a view for explaining an example of the arrangement of lidardetectors;

FIG. 3 is a view showing the detection ranges of the lidar detectors,radar detectors, and cameras;

FIG. 4 is a block diagram showing processing by an ECU 20 (thirdprocessor);

FIG. 5 is a view for explaining bypass information;

FIG. 6 is a block diagram showing the procedure of processing in the ECU20 (third processor); and

FIG. 7 is a view exemplifying a local map.

DESCRIPTION OF EMBODIMENTS

FIG. 1 is a block diagram showing a vehicle control apparatus accordingto an embodiment of the present invention. The vehicle control apparatuscontrols a vehicle 1. In FIG. 1, an outline of the vehicle 1 is shown ina plan view and a side view. An example of the vehicle 1 is a four-wheelsedan. The vehicle control apparatus includes, as an internal componentof the apparatus, a vehicle surrounding information acquiring apparatusfor acquiring information of the surroundings of the vehicle 1. Thevehicle surrounding information acquiring apparatus according to thisembodiment acquires information of the surroundings of the vehicle 1 byusing detection units (radar detectors) that detect objects around thevehicle 1 by radio waves, and detection units (lidar detectors) thatdetect objects around the vehicle 1 by light.

The vehicle control apparatus in FIG. 1 includes a control unit 2. Thecontrol unit 2 includes a plurality of ECUs 20 to 29 communicablyconnected by an in-vehicle network. Each ECU includes a processorrepresented by a CPU, a storage device such as a semiconductor memory,and an interface with an external device. The storage device storesprograms to be executed by the processor, data to be used by theprocessor for processing, and the like. Each ECU may include a pluralityof processors, storage devices, and interfaces.

The functions and the like provided by the ECUs 20 to 29 will bedescribed below. Note that the number of ECUs and the provided functionscan appropriately be designed for the vehicle 1, and they can besubdivided or integrated as compared to this embodiment.

The ECU 20 executes control associated with automated driving of thevehicle 1. In automated driving, at least one of steering andacceleration/deceleration of the vehicle 1 is automatically controlled.To execute the automated control, the ECU 20 generates information ofthe periphery of the vehicle 1 by integrating information generated bythe ECU 22 and information generated by the ECU 23, which will bedescribed later. The ECU 20 recognizes the position of the vehicle 1 onmap information based on the generated information, makes an action planabout how to control the vehicle 1 based on the recognition result, andautomatically controls the vehicle 1 based on the action plan.

The ECU 21 controls an electric power steering device 3. The electricpower steering device 3 includes a mechanism that steers front wheels inaccordance with a driving operation (steering operation) of the driveron a steering wheel 31. In addition, the electric power steering device3 includes a motor that generates a driving force to assist the steeringoperation or automatically steer the front wheels, and a sensor thatdetects the steering angle. If the driving state of the vehicle 1 isautomated driving, the ECU 21 automatically controls the electric powersteering device 3 in correspondence with an instruction from the ECU 20and controls the traveling direction of the vehicle 1.

The ECUs 22 and 23 perform control of detection units 41-1, 41-2, 42,and 43 that detect the peripheral status of the vehicle and informationprocessing of detection results. The detection units 41-1 and 41-2 areimage detectors (cameras) that capture the periphery of the vehicle 1and detect an object from the captured images. The image detectorsinclude the first image detector 41-2 (camera) connected via a firstcommunication line 142 to the detection units 43 (radar detectors) andthe ECU 23 (first processor) arranged in the vehicle 1, and the secondimage detector 41-1 (camera) connected via a second communication line141 to the detection units 42 (lidar detectors) and the ECU 22 (secondprocessor). The image detectors are sometimes referred to as the cameras41-1 and 41-2 hereinafter.

In this embodiment, the two cameras 41-1 and 41-2 are provided on theroof front (top of the front window) of the vehicle 1. By analyzingimages captured by the cameras 41-1 and 41-2, the contour of a targetaround the vehicle 1 or a division line (white line or the like) of alane on a road can be extracted. FIG. 1 shows an example in which thetwo cameras 41-1 and 41-2 are provided on the roof front of the vehicle1. However, the embodiment is not limited to this example, and camerascan be arranged additionally to capture the right and left sides andback of the vehicle 1.

The detection unit 42 (lidar detector) is a lidar (laser radar) (to besometimes referred to as the lidar 42 hereinafter), and detects a targetaround the vehicle 1 or measures a distance to a target by light. Inthis embodiment, five lidars 42 are provided; one lidar at each cornerportion of the front portion of the vehicle 1, one at the center of therear portion, and one at each side portion of the rear portion. Thedetection unit 43 (radar detector) is a millimeter wave radar (to besometimes referred to as the radar 43 hereinafter), and detects a targetaround the vehicle 1 or measures a distance to a target by radio waves.In this embodiment, five radars 43 are provided; one at the center ofthe front portion of the vehicle 1, one at each corner portion of thefront portion, and one at each corner portion of the rear portion.

In this embodiment, the vehicle surrounding information acquiringapparatus includes the five detection units 43 (radar detectors) and thefive detection units 42 (lidar detectors), and the radar detectors andthe lidar detectors in the vehicle 1 have the following relativearrangement relationship. More specifically, the detection units 43(radar detectors) are arranged one by one at four corners of therespective corner portions of the front and rear portions of the vehicle1 and one at the center of the front portion of the vehicle 1. Thedetection units 42 (lidar detectors) are arranged one by one inside thearrangement positions of the radar detectors in the vehicle widthdirection at the respective corner portions of the front portion of thevehicle 1, one by one outside the arrangement positions of the radardetectors in the vehicle width direction at the respective side portionsof the rear portion of the vehicle 1, and one at the center of the rearportion of the vehicle 1.

FIG. 2 is a view for explaining an example of the arrangement of thedetection units 42 (lidar detectors). The arrangement positions of thedetection units 42 (lidar detectors) at the corner portions of the frontportion of the vehicle 1 are defined as criteria. The arrangementpositions of the detection units 42 (lidar detectors) at the respectiveside portions of the rear portion and the center of the rear portion inthe static state of the vehicle 1 (empty state without any load on thevehicle 1) are set to be higher by a predetermined amount than thearrangement positions serving as the criteria. When a baggage is loadedon the vehicle 1, the displacement of the suspension tends to be largeron the rear side of the vehicle 1 than on the front side. Consideringthis, a difference of a predetermined amount is provided in advance atthe arrangement positions of the detection units 42 (lidar detectors) inthe front-and-rear direction of the vehicle 1 in the static state of thevehicle 1. Even when the displacement of the suspension on the rear sidebecomes larger than that on the front side owing to a live load on thevehicle 1 at the time of traveling, the respective detection units 42(lidar detectors) can be arranged at positions of almost the same heightwith respect to the vehicle 1.

Since the arrangement positions of the detection units 42 (lidardetectors) are set at positions of almost the same height with respectto the vehicle 1 in consideration of a live load on the vehicle 1 at thetime of traveling, correction processing on detection results based onthe arrangement height can be simplified in the ECU 22. Arithmeticprocessing for processing detection information of the detection units42 (lidar detectors) can be performed more quickly.

In FIG. 2, the detection unit 43 (radar detector) arranged at the centerof the front portion of the vehicle 1 is arranged, for example, behind afront grille emblem, and the detection units 43 (radar detectors)arranged one by one at four corners of the respective corner portions ofthe front and rear portions of the vehicle 1 are arranged, for example,inside bumpers. As shown in FIG. 2, the five detection units 43 (radardetectors) are arranged above positions of at least a height H2 withrespect to the vehicle 1, and the five detection units 42 (lidardetectors) are arranged at positions of a height H1 lower than theheight H2. That is, the detection units 42 (lidar detectors) arearranged at positions lower than the arrangement positions of thedetection units 43 (radar detectors) at the respective corner portionsof the front portion of the vehicle 1, the respective side portions ofthe rear portion, and the center of the rear portion.

The detection units 42 (lidar detectors) are arranged at positions lowerthan the detection units 43 (radar detectors). For example, even if anobject that does not transmit radio waves is attached to the detectionunits 43 (radar detectors) at four corners of the vehicle 1, apredetermined detection precision can be ensured because the arrangementpositions of the detection units 43 (radar detectors) do not overlapthose of the detection units 42 (lidar detectors) in the top-and-bottomdirection, front-and-rear direction, and vehicle width direction of thevehicle 1.

FIG. 3 is a view schematically showing the detection ranges of the fivedetection units 42 (lidar detectors), five detection units 43 (radardetectors), and two second image detectors 41-1 and 41-2. A detectionrange 43-1 represents the detection range of the detection unit 43(radar detector) arranged at the center of the front portion of thevehicle 1. Detection ranges 43-2 represent the detection ranges of thedetection units 43 (radar detectors) arranged at the respective cornerportions of the front portion of the vehicle 1. Detection ranges 43-3represent the detection ranges of the detection units 43 (radardetectors) arranged at the respective corner portions of the rearportion of the vehicle 1.

The detection ranges (detection distance characteristics) of the fivedetection units 43 (radar detectors) are different at the center of thefront portion of the vehicle 1, the respective corner portions of thefront portion, and the respective corner portions of the rear portion.The detection distance of the detection unit 43 (radar detector)arranged at the center of the front portion of the vehicle 1 among thefive detection units 43 is set to be longer than those of the detectionunits 43 (radar detectors) arranged at four corners of the respectivecorner portions of the front and rear portions of the vehicle 1. Sincethe detection distance of the detection unit 43 (radar detector)arranged at the center of the front portion is set to be longer thanthose of the remaining detection units 43, a target in front of thevehicle 1 can be detected in a range of a longer distance.

In FIG. 3, detection ranges 42-1 represent the detection ranges of thedetection units 42 (lidar detectors) arranged at the respective cornerportions of the front portion of the vehicle 1. Detection ranges 42-2represent the detection ranges of the detection units 42 (lidardetectors) arranged at the respective side portions of the rear portionof the vehicle 1. A detection range 42-3 represents the detection rangeof the detection unit 42 (lidar detector) arranged at the center of therear portion of the vehicle 1. The detection ranges of the fivedetection units 42 (lidar detectors) are almost equal.

The sensor center (detection center) of each of the detection units 42(lidar detectors) arranged at the respective corner portions of thefront portion of the vehicle 1 is arranged at an angle offset by anangle θ1 with respect to the front (traveling direction of the vehicle)of the vehicle 1. The detection ranges of the detection units 42 (lidardetectors) overlap each other at the center of the front of the vehicle1. Since the two detection units 42 are arranged so that the detectionranges of the detection units 42 (lidar detectors) at the respectivecorner portions of the front portion overlap each other, the detectionunit 42 (lidar detector) need not be arranged at the center of the frontportion of the vehicle 1 and vehicle surrounding information can beacquired by a lower-cost arrangement.

In the vehicle surrounding information acquiring apparatus according tothis embodiment, one detection unit 42 (lidar detector) is arranged atthe center of the rear portion of the vehicle 1. In general, heatsources such as a muffler are arranged on two sides of the rear end of avehicle. However, at the center of the rear portion of the vehicle 1,the detection unit 42 (lidar detector) can acquire vehicle surroundinginformation in a state in which the influence of heat sources such as amuffler is reduced.

The detection units 42 (lidar detectors) are arranged one by one outsidethe arrangement positions of the radar detectors in the vehicle widthdirection at the respective side portions of the rear portion of thevehicle 1. The sensor center (detection center) of each of the detectionunits 42 (lidar detectors) arranged at the respective side portions ofthe rear portion of the vehicle 1 is arranged at an angle offset by anangle θ2 (>θ1) with respect to the traveling direction of the vehicle 1.The detection ranges of the detection units 42 (lidar detectors)arranged at the respective side portions of the rear portion overlapthat of the detection unit 42 (lidar detector) arranged at the center ofthe rear portion of the vehicle 1.

As shown in the plan view of the vehicle 1 when viewed from the top inFIG. 2, the detection units 42 (lidar detectors) at the respective sideportions of the rear portion of the vehicle 1 are arranged at positions(vehicle width W2 in the example shown in FIG. 2) where the vehiclewidth is smaller than a full width W1 of the vehicle 1 in thisembodiment. The detection surfaces of the detection units 42 (lidardetectors) do not protrude from the body line of the vehicle 1 and arearranged in conformity with the body shape. By arranging the detectionunits 42 at the respective side portions of the rear portion in thismanner, vehicle surrounding information can be acquired while protectingthe detection surfaces of the detection units 42 even when, for example,an obstacle exists on the side of the vehicle 1, and ensuring widerdetection ranges on the side and rear of the vehicle.

Since the detection units 42 and 43 having different detectioncharacteristics (detection ranges) are arranged at shifted positions,information of the periphery of the vehicle 1 can be acquired by theminimum number of sensors without any dead angle. Information of thesurroundings of the vehicle 1 can be acquired at a lower cost and higherprecision, compared to a case in which the number of radar detectors isincreased.

Note that an example of the arrangement of the detection units 42 and 43and cameras 41-1 and 41-2 has been explained in this embodiment as forautomated driving when the vehicle 1 travels ahead. In automated drivingwhen the vehicle travels back, it is enough to reverse the arrangementof the detection units 42 and 43 and cameras 41-1 and 41-2 with respectto the arrangement example shown in FIG. 1. The arrangement of thedetection units 42 and 43 and cameras 41-1 and 41-2 in the case ofautomated driving when the vehicle 1 travels ahead or back can besummarized as follows.

More specifically, the detection units 43 (radar detectors) are arrangedone by one at four corners of the vehicle and one at the center on oneside of the vehicle. The detection units 42 (lidar detectors) arearranged one by one inside the arrangement positions of the detectionunits 43 (radar detectors) in the vehicle width direction at therespective corner portions on one side of the vehicle, one by oneoutside the arrangement positions of the detection units 43 (radardetectors) in the vehicle width direction at the respective sideportions on the other side of the vehicle, and one at the center on theother side of the vehicle. The respective detection units 42 (lidardetectors) are arranged at positions lower than the arrangementpositions of the detection units 43 (radar detectors) at the respectivecorner portions on one side of the vehicle, the respective side portionson the other side, and the center on the other side. The image detectorsare arranged on one side of the vehicle at the roof of the vehicle anddetect an object from images capturing the surroundings of the vehicle.The detection distance of the detection unit 43 (radar detector)arranged at the center on one side of the vehicle is set to be longerthan those of the detection units 43 (radar detectors) arranged at fourcorners of the respective corner portions of one and the other sides ofthe vehicle.

Referring back to FIG. 1, the ECU 23 performs control of the camera 41-2and each radar 43 and information processing of detection results. Thatis, the ECU 23 (first processor) generates target information bycombining the detection result of each detection unit 43 (radardetector) and the detection result of the image detector (camera 41-2).

The ECU 22 performs control of the camera 41-1 and each lidar 42 andinformation processing of detection results. That is, the ECU 22 (secondprocessor) generates target information by combining the detectionresult of each detection unit 42 (lidar detector) and the detectionresult of the image detector (camera 41-1). The target informationgenerated by the ECU 23 (first processor) and the target informationgenerated by the ECU 22 (second processor) are input to the ECU 20(third processor). The ECU 20 (third processor) generates targetinformation of the periphery of the vehicle 1 by integrating the targetinformation generated by the ECU 23 (first processor) and the targetinformation generated by the ECU 22 (second processor). Since two setsof devices that detect the peripheral status of the vehicle areprovided, the reliability of detection results can be improved. Inaddition, since detection units of different types such as cameras,lidars, and radars are provided, the surrounding environment of thevehicle can be analyzed from various aspects.

The ECU 24 performs control of a gyro sensor 5, a GPS sensor 24 b, and acommunication device 24 c and information processing of detectionresults or communication results. The gyro sensor 5 detects a rotarymotion of the vehicle 1. The course of the vehicle 1 can be determinedfrom the detection result of the gyro sensor 5, the wheel speed, or thelike. The GPS sensor 24 b detects the current position of the vehicle 1.The communication device 24 c performs wireless communication with aserver that provides map information or traffic information and acquiresthese pieces of information. The ECU 24 can access a map informationdatabase 24 a formed in the storage device. The ECU 24 searches for aroute from a current position to a destination.

The ECU 25 includes a communication device 25 a for inter-vehiclecommunication. The communication device 25 a performs wirelesscommunication with another vehicle on the periphery and performsinformation exchange between the vehicles.

The ECU 26 controls a power plant 6. The power plant 6 is a mechanismthat outputs a driving force to rotate the driving wheels of the vehicle1 and includes, for example, an engine and a transmission. The ECU 26,for example, controls the output of the engine in correspondence with adriving operation (accelerator operation or acceleration operation) ofthe driver detected by an operation detection sensor 7 a provided on anaccelerator pedal 7A, or switches the gear ratio of the transmissionbased on information such as a vehicle speed detected by a vehicle speedsensor 7 c. If the driving state of the vehicle 1 is automated driving,the ECU 26 automatically controls the power plant 6 in correspondencewith an instruction from the ECU 20 and controls theacceleration/deceleration of the vehicle 1.

The ECU 27 controls lighting devices (headlights, taillights, and thelike) including direction indicators 8. In the example shown in FIG. 1,the direction indicators 8 are provided at the front portion, doormirrors, and rear portion of the vehicle 1.

The ECU 28 controls an input/output device 9. The input/output device 9outputs information to the driver and accepts input of information fromthe driver. A voice output device 91 notifies the driver of theinformation by a voice. A display device 92 notifies the driver ofinformation by displaying an image. The display device 92 is arrangedon, for example, the surface of the driver's seat and constitutes aninstrument panel or the like. Although a voice and display have beenexemplified here, the driver may be notified of information usingvibrations or light. Alternatively, the driver may be notified ofinformation by a combination of some of the voice, display, vibrations,and light. Furthermore, the combination or the notification form may bechanged in accordance with the level (for example, the degree ofurgency) of information of which the driver is to be notified.

An input device 93 is a switch group that is arranged at a positionwhere the driver can operate it and is used to input an instruction tothe vehicle 1. The input device 93 may also include a voice inputdevice.

The ECU 29 controls a brake device 10 and a parking brake (not shown).The brake device 10 is, for example, a disc brake device that isprovided for each wheel of the vehicle 1 and decelerates or stops thevehicle 1 by applying a resistance to the rotation of the wheel. The ECU29, for example, controls the operation of the brake device 10 incorrespondence with a driving operation (brake operation) of the driverdetected by an operation detection sensor 7 b provided on a brake pedal7B. When the driving state of the vehicle 1 is automated driving, theECU 29 automatically controls the brake device 10 in correspondence withan instruction from the ECU 20 and controls deceleration and stop of thevehicle 1. The brake device 10 or the parking brake can also be operatedto maintain the stop state of the vehicle 1. In addition, when thetransmission of the power plant 6 includes a parking lock mechanism, itcan be operated to maintain the stop state of the vehicle 1.

FIG. 4 is a block diagram showing processing by the ECU 20 (thirdprocessor). The ECU 20 (third processor) is connected to the ECU 23(first processor) and the ECU 22 (second processor) via communicationlines and performs integration processing of pieces of targetinformation acquired from the respective ECUs. The camera 41-2 and eachradar 43 are connected to the ECU 23, and the ECU 23 (first processor)generates target information by combining the detection result of eachdetection unit 43 (radar detector) and the detection result of the imagedetector (camera 41-2).

Each detection unit 43 (radar detector) detects, for example,information of the speed of the vehicle (vehicle 1) including thedetection unit 43 relative to another vehicle positioned near thevehicle 1 or extracted information of a stationary object such as anouter wall of a road, a guardrail, a white line position, or the like,and outputs the information to the ECU 23 (first processor). The camera41-2 outputs classification information of a vehicle or a road structurepresent in the capturing range to the ECU 23 (first processor). The ECU23 (first processor) generates, as target information, informationobtained by integrating (combining) the information of the relativespeed, extracted information of a stationary object, or the like inputfrom each detection unit 43 (radar detector), and the classificationinformation of a vehicle or a road structure input from the camera 41-2.Then, the ECU 23 (first processor) outputs the target information to theECU 20 (third processor). The target information output from the ECU 23(first processor) includes, for example, identification information of adetected object, information representing the position and speed of thedetected object, classification information representing the type of thedetected object, and timing information about time adjustment of theinformation output.

The camera 41-1 and each lidar 42 are connected to the ECU 22, and theECU 22 (second processor) generates target information by combining thedetection result of each detection unit 42 (lidar detector) and thedetection result of the image detector (camera 41-1). Each detectionunit 42 (lidar detector) detects, for example, information of theposition, shape, speed, and the like of another vehicle positioned nearthe vehicle 1, and outputs it to the ECU 22 (second processor). Thecamera 41-1 outputs information (for example, classification,blinker/brake lamp state, and cut-in prediction) of a vehicle present inthe capturing range to the ECU 22 (second processor). The ECU 22 (secondprocessor) generates target information by integrating (combining) theinformation of the position, shape, speed, and the like of a vehicleinput from each detection unit 42 (lidar detector) and the vehicleinformation input from the camera 41-1, and outputs the targetinformation to the ECU 20 (third processor). The target informationoutput from the ECU 22 (second processor) includes, for example,identification information of a detected object, informationrepresenting the position, shape, and speed of the detected object,classification information representing the type of the detected object,and timing information about time adjustment of the information output.

FIG. 5 is a view for explaining bypass information output from the imagedetector (camera 41-1). The image detector (camera 41-1) outputs, to theECU 22 (second processor) via the second communication line 141, thevehicle information (for example, classification, blinker/brake lampstate, and cut-in prediction) subjected to information integration bythe ECU 22 (second processor). The image detector (camera 41-1) outputs,as bypass information, information not subjected to integrationprocessing in integration processing by the ECU 22 (second processor),such as information of the position of a lane or white line, thedetection result of a signal/sign, the detection result of a fallingobject, area information (travelable area information) about atravelable free space, and the detection result of a branch/junction. Asthe output path of the bypass information, for example, the imagedetector (camera 41-1) can output the bypass information to the ECU 22(second processor) via a third communication line (for example, 143-1).

The ECU 22 (second processor) synchronizes the transmission cycle of thetarget information obtained by integrating the information input fromeach detection unit 42 (lidar detector) and the vehicle informationinput from the image detector (camera 41-1) with the transmission cycleof the bypass information input from the camera 41-1, and outputs thepieces of information to the ECU 20 (third processor). Since the ECU 22(second processor) separately acquires the vehicle information and thebypass information from the camera 41-1, the load of integrationprocessing for generating target information can be reduced. Since thetarget information and the bypass information are output synchronouslyfrom the ECU 22 (second processor), the load of synchronous processingcan be reduced in the ECU 20 (third processor).

The output path of bypass information is not limited to theabove-described example, and the image detector (camera 41-1) can outputbypass information to the ECU 20 (third processor) via, for example, athird communication line (for example, 143-2) as the output path ofbypass information. In this case, information not subjected tointegration processing is directly output as bypass information from thecamera 41-1 to the ECU 20 (third processor). This can reduce the load ofsynchronous processing on the target information and the bypassinformation in the ECU 22 (second processor) and further speed up theintegration processing in the ECU 22 (second processor).

Referring back to FIG. 4, the ECU 20 (third processor) generates targetinformation that associates the target information generated by the ECU23 (first processor) with the target information generated by the ECU 22(second processor) to internally manage them. The ECU 20 (thirdprocessor) performs position correction to synchronize the pieces oftarget information based on timing information included in the pieces oftarget information input from the ECU 23 (first processor) and the ECU22 (second processor), and integrates (generates) target informationthat associates the input pieces of target information to internallymanage them. By this target information integration processing, the ECU20 (third processor) generates target information of the periphery ofthe vehicle 1. The target information generated by the ECU 20 (thirdprocessor) includes at least one of object identification informationincluded in the target information generated by the ECU 23 (firstprocessor) and object identification information included in the targetinformation generated by the ECU 22 (second processor), objectidentification information that associates the object identificationinformation included in the target information generated by the firstprocessor with the object identification information included in thetarget information generated by the second processor, informationrepresenting the position, shape, and speed of the associated object,and classification information representing the type of the associatedobject.

The ECU 20 (third processor) manages the generated target information inan internal buffer. For example, newly detected and generated targetinformation is registered in the internal buffer. As for alreadyregistered target information, a change of the target information ischecked and the state estimation and track of the target information areperformed. For example, even if a target is hidden by another vehicleand cannot be detected temporally, the state estimation and track of theundetected target can be performed based on the target informationmanaged in the internal buffer. Over-detection information can beremoved by a multiple use of detection results from three differenttypes of detection units, that is, cameras, lidar detectors, and radardetectors, as in the arrangement according to this embodiment. Forexample, even if a target is detected as an obstacle on a road indetection by a given detection unit, but it is not an obstacle as aresult of totally analyzing detection results from three types ofdetection units, the ECU 20 (third processor) can remove correspondingtarget information as the over-detected obstacle by executing obstacleremoval logic. This can improve the information processing efficiencyand information of the periphery of a vehicle can be acquired precisely.

The ECU 20 (third processor) can compare pieces of informationredundantly output from the ECU 23 (first processor) and the ECU 22(second processor) with each other, and determine the presence/absenceof an abnormality in the detection result. For example, when pieces ofinformation output from the ECU 23 (first processor) and the ECU 22(second processor) include contradictory information, the ECU 20 (thirdprocessor) determines a preferential ECU in accordance with detectionitems.

For example, as for detection items concerning the position and shape,the detection characteristics of the detection unit 42 (lidar detector)are superior to those of the detection unit 43 (radar detector), so theECU 20 (third processor) performs adjustment to give priority to thedetection result of the ECU 22 (second processor). As for detectionitems concerning the speed, the detection characteristics of thedetection unit 43 (radar detector) are superior to those of thedetection unit 42 (lidar detector), so the ECU 20 (third processor)performs adjustment to give priority to the detection result of the ECU23 (first processor).

The ECU 20 (third processor) generates, as target information,information including the position, shape, speed, and classificationresult concerning vehicle information by integration processing based oncamera information and the detection results of each detection unit 42(lidar detector) and each detection unit 43 (radar detector). Inaddition, the ECU 20 (third processor) acquires white line positioninformation representing the position of a white line on a road, signposition information representing a sign position on a road, travelablearea information representing an area where the vehicle 1 can travel,and detection limit distance information as a performance limitdetectable by the detection units 41-1, 41-2, 42, and 43 based on piecesof information from the ECU 23 (first processor) and the ECU 22 (secondprocessor).

FIG. 6 is a block diagram showing the procedure of processing in the ECU20 (third processor). In S20-1, the ECU 20 (third processor) acquiresexternal recognition information representing the relative positionrelationship between the vehicle 1 and the periphery of the vehicle byusing target information generated based on integration processing,white line position information, sign position information, travelablearea information, and detection limit distance information.

In S20-2, the ECU 20 (third processor) functions as a map informationacquiring unit (MPU: Map Positioning Unit) and acquires map informationin the absolute coordinate system. For example, the ECU 20 (thirdprocessor) can acquire map information in the absolute coordinate systemat a predetermined timing via the GPS sensor 24 b and the communicationdevice 24 c.

In S20-3, the ECU 20 (third processor) performs recognition processingof a self-position on the map based on the map information in theabsolute coordinate system and the external recognition information inthe relative coordinate system, and outputs a local map that is acombination of the map information and the external recognitioninformation. FIG. 7 is a view exemplifying the local map. The local maprepresents the relative position relationship between the vehicle andother peripheral vehicles, and the lane shape is complemented using therecognition results of the position of a white line, a sign, and thelike, the traveling locus, and the map information. The ECU 20 (thirdprocessor) generates an action plan based on the information on thelocal map (S20-4). The action plan defines the traveling direction,speed, position, and the like of the vehicle 1 to implement automateddriving. The ECU 20 (third processor) performs vehicle control based onthe generated action plan. That is, the ECU 20 (third processor)performs driving control, braking control, or steering control tocontrol the vehicle 1 on a predetermined locus (S20-5). When the driverinstructs the ECU 20 (third processor) about a destination and automateddriving, the ECU 20 (third processor) automatically controls thetraveling of the vehicle 1 toward the destination in accordance with aguidance route found by the ECU 24. At the time of automated control,the ECU 20 (third processor) acquires pieces of information about theperipheral status of the vehicle 1 from the ECU 23 (first processor) andthe ECU 22 (second processor), and instructs the ECUs 21, 26, and 29based on the acquired pieces of information to control the steering andacceleration/deceleration of the vehicle 1. If no predetermineddetection result is obtained from an output from either of the ECU 23(first processor) and the ECU 22 (second processor), the ECU 20 (thirdprocessor) can notify the driver to return the vehicle 1 from theautomated driving control state to a driving operation by the driver. Ifa response of the driver to the notification is not obtained, the ECU 20(third processor) can perform alternate control to stop or deceleratethe vehicle.

Summary of Embodiment

1. The vehicle surrounding information acquiring apparatus according tothis embodiment that acquires information of surroundings of a vehicle(for example, 1) by using radar detectors (for example, 43) configuredto detect an object around the vehicle by radio waves, and lidardetectors (for example, 42) configured to detect an object around thevehicle by light, is characterized in that

the radar detectors (for example, 43) are arranged one by one at fourcorners of the vehicle and one at a center on one side of the vehicle,and

the lidar detectors (for example, 42) are arranged one by one insidearrangement positions of the radar detectors in a vehicle widthdirection at respective corner portions on one side of the vehicle, oneby one outside the arrangement positions of the radar detectors in thevehicle width direction at respective side portions on the other side ofthe vehicle, and one at a center on the other side of the vehicle.

According to this embodiment, information of the periphery of a vehiclecan be acquired precisely. Since the detection units 42 and 43 havingdifferent detection characteristics (detection ranges) are arranged atshifted positions, information of the periphery of the vehicle 1 can beacquired by the minimum number of sensors without any dead angle.Information of the surroundings of the vehicle 1 can be acquired at alower cost and higher precision, compared to a case in which the numberof radar detectors is increased.

2. The vehicle surrounding information acquiring apparatus according tothis embodiment is characterized in that the respective lidar detectors(for example, 42) are arranged at positions of almost the same heightwith respect to the vehicle.

According to this embodiment, the arrangement positions of the detectionunits 42 (lidar detectors) are set at positions of almost the sameheight with respect to the vehicle 1, so correction processing ondetection results based on the arrangement height can be simplified inthe ECU 22. Hence, arithmetic processing for processing detectioninformation of the detection units 42 (lidar detectors) can be performedmore quickly.

3. The vehicle surrounding information acquiring apparatus according tothis embodiment is characterized in that the respective lidar detectorsare arranged at positions lower than arrangement positions of the radardetectors at the respective corner portions on one side of the vehicle,respective side portions on the other side, and a center on the otherside.

According to this embodiment, the detection units 42 (lidar detectors)are arranged at positions lower than the detection units 43 (radardetectors). For example, even if an object that does not transmit radiowaves is attached to the detection units 43 (radar detectors) at fourcorners of the vehicle 1, a predetermined detection precision can beensured because the arrangement positions of the detection units 43(radar detectors) do not overlap those of the detection units 42 (lidardetectors) in the top-and-bottom direction, front-and-rear direction,and vehicle width direction of the vehicle 1.

4. The vehicle surrounding information acquiring apparatus according tothis embodiment is characterized by further comprising:

an image detector arranged on one side of the vehicle at a roof of thevehicle and configured to detect an object from an image capturing aperiphery of the vehicle;

a first processor (for example, 23) configured to generate targetinformation by combining a detection result of the radar detector and adetection result of the image detector;

a second processor (for example, 22) configured to generate targetinformation by combining a detection result of the lidar detector andthe detection result of the image detector; and

a third processor (for example, 20) configured to generate targetinformation of the periphery of the vehicle by integrating the targetinformation generated by the first processor and the target informationgenerated by the second processor.

According to this embodiment, information of the periphery of a vehiclecan be acquired precisely. Over-detection information can be removed bya multiple use of detection results of three types of detection units.This can improve the information processing efficiency and informationof the periphery of a vehicle can be acquired precisely.

5. The vehicle surrounding information acquiring apparatus according tothis embodiment is characterized in that the image detector includes:

a first image detector (for example, 41-2) connected via a firstcommunication line to the radar detector and the first processorarranged in the vehicle; and

a second image detector (for example, 41-1) connected via a secondcommunication line to the lidar detector and the second processorarranged in the vehicle.

According to this embodiment, information of the periphery of a vehiclecan be acquired precisely.

6. The vehicle surrounding information acquiring apparatus according tothis embodiment is characterized in that a detection distance (forexample, 43-1 in FIG. 3) of the radar detector arranged at the center onone side of the vehicle is set to be longer than detection distances(for example, 43-2, 43-3 in FIG. 3) of the radar detectors arranged atfour corners of the respective corner portions on one side and the otherside of the vehicle.

According to this embodiment, since the detection distance of thedetection unit 43 (radar detector) arranged at the center on one side ofthe vehicle is set to be longer than those of the remaining detectionunits 43, a target present on one side of the vehicle 1 can be detectedin a range of a longer distance.

7. A vehicle (for example, 1) according to this embodiment ischaracterized by comprising the vehicle surrounding informationacquiring apparatus according to this embodiment. This embodiment canprovide a vehicle that reflects, in automated driving, surroundinginformation of the vehicle acquired by the vehicle surroundinginformation acquiring apparatus.

The present invention is not limited to the above-described embodiment,and various changes and modifications can be made within the spirit andscope of the present invention. Therefore, to apprise the public of thescope of the present invention, the following claims are made.

1. A vehicle surrounding information acquiring apparatus that acquiresinformation of surroundings of a vehicle by using radar detectorsconfigured to detect an object around the vehicle by radio waves, andlidar detectors configured to detect an object around the vehicle bylight, wherein the radar detectors are arranged one by one at fourcorners of the vehicle and one at a center on one side of the vehicle,and the lidar detectors are arranged one by one inside arrangementpositions of the radar detectors in a vehicle width direction atrespective corner portions on one side of the vehicle, one by oneoutside the arrangement positions of the radar detectors in the vehiclewidth direction at respective side portions on the other side of thevehicle, and one at a center on the other side of the vehicle.
 2. Thevehicle surrounding information acquiring apparatus according to claim1, wherein the respective lidar detectors are arranged at positions ofsubstantially the same height with respect to the vehicle.
 3. Thevehicle surrounding information acquiring apparatus according to claim1, wherein the respective lidar detectors are arranged at positionslower than arrangement positions of the radar detectors at therespective corner portions on one side of the vehicle, respective sideportions on the other side, and a center on the other side.
 4. Thevehicle surrounding information acquiring apparatus according to claim1, further comprising: an image detector arranged on one side of thevehicle at a roof of the vehicle and configured to detect an object froman image capturing a periphery of the vehicle; a first processorconfigured to generate target information by combining a detectionresult of the radar detector and a detection result of the imagedetector; a second processor configured to generate target informationby combining a detection result of the lidar detector and the detectionresult of the image detector; and a third processor configured togenerate target information of the periphery of the vehicle byintegrating the target information generated by the first processor andthe target information generated by the second processor.
 5. The vehiclesurrounding information acquiring apparatus according to claim 4,wherein the image detector includes: a first image detector connectedvia a first communication line to the radar detector and the firstprocessor arranged in the vehicle; and a second image detector connectedvia a second communication line to the lidar detector and the secondprocessor arranged in the vehicle.
 6. The vehicle surroundinginformation acquiring apparatus according to claim 1, wherein adetection distance of the radar detector arranged at the center on oneside of the vehicle is set to be longer than detection distances of theradar detectors arranged at four corners of the respective cornerportions on one side and the other side of the vehicle.
 7. A vehiclecomprising a vehicle surrounding information acquiring apparatus definedby claim 1.